Review: The Acura Integra Type S Proves It's Still a Bad Ass

Counting the 2003-2006 Acura RSX as one, this fifth-generation Integra in Type S guise is practically a different car compared to lower trims of the 2024 Integra. Its front track width is 3.5 inches greater (rear is up 1.9 inches), necessitating the beefy wheel arches that increase the overall width by almost 3.0 inches. The 235/40 18-inch all-season tires are replaced with 265/30 19-inch Michelin Pilot Sport 4S summer rubber wrapping lighter wheels. The larger grille with fewer "spokes" allegedly flows 170 percent more air, and the vented aluminum hood relieves air pressure and thus reduces lift. There is meaningfully more cooling and true aerodynamics with hidden canards up front, a flat underbelly, and a rear diffuser and spoiler.

The 2.0-liter turbocharged, intercooled inline-four makes 320 horsepower and 310 lb-ft of torque. That's an increase of 120 hp/118 lb-ft compared to the regular Integra's standard 1.5-liter turbo. Yes, it's the same K20C engine as the Honda Civic Type R, with five additional horses due to the removal of the front resonator in the active-exhaust system (more on this in a bit). By our calculations, that puts the Integra Type S' pounds/hp at 10.1 and the Civic Type R's at a nearly identical 10.0. The only transmission offered is one of the beefiest yet best-shifting six-speed manuals available, sending power through a highly effective helical limited-slip differential to the front wheels. Automatic rev matching for downshifts can be turned off/on, but it's annoying to have to navigate eight menu taps deep in order to do so.

The 2024 Acura Integra Type S' dual-axis front-strut and multilink rear suspension are also borrowed from the Honda, but Acura engineers tuned the multi-mode adaptive dampers and anti-roll bars to offer a more compliant grand touring experience rather than a racetrack one. Essentially, each of the modes—Comfort, Sport, and Sport+—are a half-rung lower on the intensity ladder. The modes also affect the throttle/engine, steering, and gauges, settings for all of which can also be mixed and saved under the Individual mode.

I happened to attend the first-drive event for the first U.S.-market Honda Civic Type R in 2017, and I remember feeling like, "Well, this changes everything." The sense of déjà vu I felt driving the 2024 Acura Integra Type S was inescapable, probably inevitable. "Dang, this car is just so good," I muttered to myself.

There's an instant competency to it, and it goads you into driving quickly. All the controls are perfectly placed and weighted. The steering wheel's diameter and contours are terrific. There are, as mentioned, distinct differences among the drive modes, the most noticeable being the exhaust pops and crackles (audio system augmented, of course) in Sport and Sport+ modes. The Civic Type R does not sound like this. It was also a welcome surprise to find the automatic rev-matching feature adjusts depending upon mode, as well, delivering smooth, lazy downshifts in Comfort and quick, sharp ones in Sport+.

I performed a rev-limited launch (3,500 rpm at 0 mph) that required some clutch slippage, but it was still possible to break the front tires' traction. The clutch uptake is at the top of the pedal's travel like a sports car's, and the short-throw shifter is delightful. Acceleration to 60 mph should match the Civic Type R's 5.3-5.4 seconds.

Not until the drive route allowed some serious pace did I realize how great the brake-pedal feel is and how effective the brakes themselves are. There are 13.8-inch two-piece rotors with monobloc four-piston Brembo calipers up front and 12.0-inch discs out back. On the curviest sections of road with traction control defeated, the mechanical limited-slip diff was magical. With peak torque delivered from 2,600 to 4,000 rpm, the tires didn't make a chirp exiting corners; the limit of the dual-axis front suspension's effectiveness did produce a bit of steering tug, but not what anybody would consider torque steer. Driven with purpose and pace, the new Integra Type S just feels buttoned down and well sorted overall. Also, I can vouch for the comfort of the 12-way adjustable driver's seat after a three-hour drive home produced no hot spots or soreness whatsoever. I can also validate the claimed 28 mpg on the highway.

If you're saying to yourself, "It's just a Honda Civic Type R with an Acura badge," you're missing the point. Besides the seven paint and three interior choices, plus a few accessories (copper-colored wheels, carbon-fiber mirror caps and rear spoiler, etc. ), there are no options available or needed here. The 2024 Acura Integra Type S is loaded with every feature (except for navigation) you could want. The interior is more upscale, and the exterior is arguably more handsome and more sporty than the Civic Type R's.

We know Acura had a good baseline with the hot Honda's underpinnings, and the Integra Type S feels just as capable, more confident, and more refined at the same time. It has far less vertical motion in its ride quality, but that doesn't make it any less engaging to drive on curving roads. Its base price of $51,995 is cheaper than those of the Audi S3, BMW M235i Gran Coupe, and Mercedes-Benz CLA35. Acura has a real winner and legitimate luxury-sport hatchback (sedan) on its hands.